Combined door and window regulating system for motor vehicles



Dec. 14, 1954 D. T. AYERS, JR COMBINED DOOR AND WINDOW REGULATING SYSTEM FOR MOTOR VEHICLES 5 Sheets-Sheet l Filed Jan. 3, 1951 INVENTOR ATTORNEY QON ESR SMQ Sk @E w E -mw E D. T. AYERS, JR COMBINED DOOR AND WINDOW REGULATING Dec. 14, 1954 2,696,981

` SYSTEM FOR MOTOR VEHICLES 3 Sheets-Sheet 2 Filed Jan. 5, 1951 ATTORNEYS Dec. 14, 1954 D. T. AYERS, JR 2,696,981

tCOMBINED DOOR AND WINDOW REGULATING SYSTEM FOR MOTOR VEHICLES 3 Sheets-Sheet 3 Filed Jan. 3, 1951 ATTORNEYS United States Patent O 2,696,681 COMBINED Doon', ANnwnSrpow'REGUignTrNf-i SYSTEM FoRSMoTon-vnnrcLE-s David T. Ayers, n., Richmond, wassenaar fa Amas: matic Shifters, Incap- Richmond,` Va., a corporation of Virginia Application-January 3,: 19151:, Serial'No;2,04*,2111A Mening. (ci. ansa-1a) the driver, for' example, will open'th left hand front' doeriby operation of'theinside"deorfhandle,,step outer theve'hicl'eand press the button for the switch off suchA door, and thenlclo'se thefdo'oribeliindfhim,lwherejponfall four "doors will be' locked and all of thev windowswillf'mve to closed position. A

A further object is tofp'rovidesuchafsysteniwherein the door operating ni'echan'isir'is` are' individually controllable from within the vehicle" iii-*accordance with conventional practice', whollyindepen'dently' ofI th'ef'door locking system, butwh'erein the slystemfshbecomeinterde'- pendent when the doors' are to be" locked, as'freferredfto above, so' that each window operating rn'echanisrijautomatically becomes operative when 'th'e'driver steps from the vvehicle-and presses thesin'gle button 'referred Ito', whereupon all fourdoors areautom'atically locked against'e'n-` trance from't'ne'foutside, and wherein all-of the' windows ofthe vehicle;A regardless oftheir previouspositions', will be completely closed if they'- are'not already "closed."

A" further Objectis to provide suchacombined" system wherein" the windowy regulating devices,'v normally indi-V vidualvly controlled from inside of the'fveliic'lef are,- rendered independent `of the door looking" system whenl they are` tobe"in`dividually controlled, through 'the medium ot door' operated switchesl of suchtv character; that when the doorsare closed, the window' regulatingA system'zis wholly independent of the door locking:y system; but wherein, when the doors arev open, such door switches are closedto' render the window' regulating system an operativey 'entity wih the ldoorlocking mechanism'so thatif on'e of'therpush buttons'for-the door'lockingsystem is'"oper ated,`all 'ofthe doors willbe locked-and the windows will be'closed.

Afurther object is to provide'a combined system of the character referred to wherein the' window regulating systern, regardless of the particular type of power meansfenrployed for operating the windows, canbe made automatically dependent upon the locking yof the doors in accordance with the .mode of operation referred to-above.L g

A further objecty is to provide a novelfcombined/sys# tem of the character referred to wherein theflockirigof the vehicle doors by pressing'one of the 'controlli h buttons as the driver leaves the vehicle automatically 1 lt'iates opferation of the window'liftingmechanlsniiand wherein means is provided for automatically rendering the"window:v lift mechanisml inoperative after'th'eY windows have moved to closed positions.

A further-"objectfis'lto provide a-novel improvementfin the doorflocking-:systiem-'per-sefwhiclr eliminates" the use of-i the'v relatively expensivelcam means employedft'or-A this' purpose-"whereby theopet'atorof a vehicle canlockithe doorsfrom the outside while drivingthe Vehiclezgwith-'the ignition switch'turned on", but wherein the lockingrsysrtem is inoperative if theignitionjswitch is turned offandthe key left in -the ignition switch:V

n 2,696,981 Patented Dec. it, 1954 Other objects and advantages of the present invention will become apparent during the course of the following description. p f

In the drawings, If have shown two embodiments of the invention. In this showing,

Figure l is a diagrammaticI showing of one form of system employing' reversible electric rnotors as the window regulating means,y

Figure 2 is a similar view of a modified' form of one portion ,of the system, Y

Figure 3v is a` schematic showing of the mechanical means driven by an electric motor for raising and lowering a window, t e

Figure 4 is a diagrammaticshowing similar to Figure l, showing thevehicle windows equipped' with hydraulic window regulating motors,

Figure 5 is af perspective view of ak locking mechanism for one of the front doors of a motor vehicle, parts being broken away and'certainr electrical connectionsV being diagrammatically shown, and y Figure 6 is a fragmentary perspective view of a portion of one of the front' vehicle doors showing the preferred lncaton ofthe push" buttons operable fory locking the oors. .f

Referring to Figurel, the numeral 10 designates a power source, preferably the storage battery of the motor vehicle to which' the system' is applied, and one terminal of the sourceis grounded as atf11. The'other terminal of the source is connectedto aline wire 12'leading to various elements'of thefsystem 'asf'desc'ribed in detail below.

The' locking system for the vehicle doors comprises a master switch indicated as a whole by the numeral 14 and comprising lockingan'd unlocking solenoids 15 and 16 respectively. These solenoids have'associa'ted therewith a swinging armature'r 17, each end of which-forms the armature per se for one of `the two solenoids referred to. ThearmatureV 17 is`pr'ovide'dwith any suitable type of olfcenter spring 13'so as to hold the armature 17 in either carries' a contact 21 engageable with a contact 22 when the solenoid'16' is energized to unlock the doors in a manner which will become apparentbelow'.

One terminal of the unlocking solenoid 16 is connected by a branch wire 24 to the linewire 12, and the other terminal'of the solenoid 16 is connected to a wire 25 leading tothe vehiclefdoor circuits a's'descr'ibed below., l

One terminal-of thelocking solenoid 15 is connected to a wire 26 from which abranch wire 27 leads to aswitch armlZS'. The switch 28` is mechanically associated with the lgnition switch referred to above andthe switch 28 1s engageable'with either of a'pair of contacts 29 or30. The contact' 29is tapped into` the line wire 12 through a branch wire 31;v When the ignition switch is turned off and the keyy removed from the switch, the switch arm 23 occupies the `position 'shown in Figure 1 in` engagement w1th the contact 29. When the ignition key is in the ignition switch, regardless of whether the ignition'is turned on or off, the switch'28is in lengagement with the contact 430 for a purpose' to'bez described. K

The contact 30 is connected by a wire 3410 a'pair of door` jambyswitches 35, in series with each othefas shown in Figure l, andconnectedto a contact 36 form ing a part' ofthe lignition switch, the'other`pat being shown as a ,switchA arm l3'7 connected tothe `line wire' 12; One of theswit'ches 35is employed in `connection with each front door ofthe yehicle and these switches are in the ,closed position shownwhen thefdoors are closed, and accordingly, it'willV be'apparent thatwhen the engine isfrurining, thelswitch 37`will-oe closed, the

switch 28 will engage the contact 30 and a circuit from the* present systemV isnot related to a vehicle havingV -any particular number of doors, the system vhas -been illustrated in connection with a two-door sedan and the front door electric control devices have been illustrated in Figure 1.

Referring to Figure 1, it will be noted that each front door of the vehicle is provided `with a solenoid 40, one terminal of each of which is grounded as at 41. The other terminal of each solenoid is connected as at 42 to a switch 43 tapped into a wire 44 leading to the contact 22. The outside door handles are normally ineffective for releasing the associated latches and are dependent for their operation on the energization of solenoids' corresponding to the solenoids 40. To this end, each front door handle, upon initial movement thereof, closes one of the switches 43 to energize the associated solenoid 40 provided the contacts 21 and 22 are in engagement with each other as further referred to below.

The operation of an inside front door handle energizes a solenoid corresponding to the solenoid 16 to restore the door locks to unlocked condition if they have been previously locked. To this' end, the wire 25 from the unlocking solenoid 16 is connected to a pair of parallel switches 48 each of which is grounded as at 49. One of the switches 48 will be closed by operation of an inside door handle, and similarly, one of such switches will be closed by inserting the door key in the lock and turning it to unlock the door. Either of two operations, therefore, will energize the unlocking solenoid 16.

The second terminal of the solenoid is connected by a wire 52 to a pair of parallel switches 53 each of which is grounded as at 54. These switches are push button switches and one is arranged in the sill of each front door to be depressed to energize the locking solenoid 15 when it is desired to lock the doors of the vehicle as further described below.

The window regulating portion of the system is shown at the lower part of Figure l. It will become apparent that while two window regulating mechanisms are shown, duplicates of such mechanisms will be used for each vertically movable window, regardless of whether it is a door window or a window in a stationary part of the vehicle. Each window regulating mechanism in the present instance is shown as comprising a reversible electric motor 60 having wires 61 and 62 leading thereto and energizable in accordance with the desired direction of rotation of the motor, that is, in accordance with whether the window is to be raised or lowered. Each motor 60 is grounded as at 63.

From each motor 60, the wires 61 and 62 are respectively connected to contacts 64 and 65. These con tacts are respectively engageable by the armatures 66 and 67 of solenoids 68 and 69. These solenoids have one terminal connected as at 70 to a wire 71. The wire 71 leads through an overload circuit breaker 72 to a wire 73, and this wire is connected through a master overload circuit breaker 74 to the wire 12. In conventional installations, the motors 60 pull thirty-five amperes, and this is usually the capacity of the circuit breakers 72 which are of the type which depend upon heating to break the circuit, and require a number of seconds for their operation when operating at capacity. The circuit breaker preferably is of fifty ampere capacity.

A wire 78 is tapped into the wire 71 of one of the window regulating mechanisms between the circuit breaker 72 thereof and the associated solenoids 68 and 69. The wire 78 leads to a solenoid 79, the second terminal of which is connected to a stationary contact 80 engageable with the armature 81 of an associated solcnoid 82 having the same core as the solenoid 79 so that the armature 81 will be in engagement with the contact 80 when either solenoid 79 or 82 is energized. The armature 81 is grounded as at 83.

The armature 81 is also engageable with a pair of contacts 85 connected to wires 86, each of which is connected to a solenoid 69. Each wire 86 has tapped thereinto a contact 87 associated with a switch arm 88 grounded as at 89. Each switch 88 is' manually movable into engagement with the associated contact 87 or with a second contact 90 connected by a wire 91 to one of the ,solenoids 68.

i terminal of the solenoid 82 is connected by a contacts of parallel switches 97, the other contacts of which are connected to the wire 26. The switches 97 are door jamb switches, and when the doors are closed, these switches are open as shown in Figure l. The switches 97 are biased to closed position so that when either door is opened, the associated switch 97 automatically closes. It is the switches 97, generally speaking, which constitute the means for rendering automatic operation of the window regulating system dependent upon the functioning of the door locking system, as further described below.

As stated, the window regulating system in Figure 1 isl of the type wherein reversible electric motors are employed for raising and lowering the windows. A mechanism for utilizing the motors 60 for this purpose is schematically illustrated in Figure 3 wherein one of the motors 60 is illustrated and is provided with a screw shaft 100 operating in a nut 101 having a pin 102 operable in a slot 103 in one arm of a bell crank lever 104. This lever is pivotally supported intermediate its ends as at 105 and has its opposite end connected as at 106 to the window 107. It will be apparent that rotation of the motor in one direction will rock the bell crank lever 104 in a clockwise direction to lower the window 107, while opposite rotation of the motor rocks the bell crank lever counterclockwise to lift the window.

In the system shown in Figure l, the solenoid 79 operates in conjunction with a holding circuit for the armature 81 after the solenoid 82 has been initially energized. In Figure 2, a slightly modied circuit for this means has been illustrated wherein the wires 95 and 96 are connected to a single solenoid 110, wholly independent of the holding circuit solenoid to be described. The solenoid 110 has an armature 111 grounded as at 112 and engageable, when the solenoid is energized, with a contact 113 connected to a wire 114. This wire leads to a holding circuit solenoid 116, the second terminal of which is connected to the wire 78. The solenoid 116 has an armature 117 grounded as at 118 and engageable with three contacts, one of which is indicated by the numeral 119 and the other two of which are the contacts 85. The contact 119 and wire 114 are connected to the same terminal of the solenoid 116.

In the form of the invention shown in Figure 4, hydraulic motors are employed for raising the windows and springs are employed for lowering the windows, this means per se being conventional and forming no part of the present invention. So far as the door locking system is concerned, the system is the same in Figure 4 as in Figure l. Accordingly, this system need not be further described and the parts have been indicated by the same numerals in Figure 4.

Referring to Figure 4, the wires 95 and 96, previously described, are connected to a solenoid 125, corresponding generally in function to the solenoid 82 described above. This solenoid has an armature 126, which is not grounded, as is true of the armature 81, for a purpose which will become apparent. Associated with the solenoid and wound on the same core is a holding circuit solenoid 127. The latter solenoid has one terminal connected to a contact 128 engageable with the armature 126. The armature 126 is engageable with three additional contacts in the embodiment of the invention shown, one of such contacts being indicated by the numeral 1.29 and the other two, for identical purposes, being indicated by the numeral 130.

The line wire 12 in this instance is shown as being connected to parallel switches 133 each of which is movable downwardly into engagement with a contact 134 and upwardly into engagement with a contact 135, the contacts of each such pair being connected to a wire 136 and the two wires 136 being connected to the respective contacts 130. Upward movement of each switch 133 also engages it with a contact 137, in parallel with each other, and connected to a wire 138 from which a branch wire 139 leads to the contact 129.

In the present instance, two vehicle windows 142 have been illustrated and these windows are biased downwardly by springs 143. Upward movement of each window is effected by energizing a hydraulic motor, and each motor is indicated as a whole by the numeral 144. Each hydraulic motor comprises a cylinder 145 having a piston 146 connected at its upper end to one of the windows 142.

Each cylinder 145 is provided with a hydraulic fluid rsupply line-147 inewhichiie arranged as solennidzvalve: 148i, and each wire 136 is connected. tofthesolenoirli oi". one o these: valvesg. such". solenoid being grounded@ as ati149. The particular windowA regulating mechanismnzefelaedi to, including.- the. solenoid: valves 148; isf. conventional and neednot be described? detaill.`

Hydraulic fluid; is. supplied. tof thesolenoidt valves 148 by' al. pipe 152. connected to a. pump 153i suppliedy with lluid from a reservoirf'4'.. The pumpi 153 is preferably off the centrifugal type and? isdriven by atmoton 1555.. @ne terminali oi-l thismotorisconnected tothe wire. 1J-38:and\v the other terminal is grounded as M156.A

iluidl supply pipe 152 is tapped bya pipe 160lcartying as conventional.' pressure cut-oli? switch 1561. This switchi has its terminals respectively grounded@ asat 162 and connected to the secondi terminali of the solenoid 1'27 by'awire 163;

In Figure 5 of the drawings,A l? have shown one type oi' door.y latch mechanism with which the door locking systern` operable andfrom` which the functioning` ofV the electri'caltsystems.- described above can be more clearlyl understoodt Referring to Figure S, the.'` numeral 170 designates a door-carried latch plate asa whole-bentfat an angle to form portions 171 and 1 722 extendingY longitudinally andi transversely respectively off the motor vehicle. The plate portion 172 is flush with thelfree edge oi the door while the portion 171 liestoward` the@ innerA face of the door. The latch'dev-ice showny inlFigure ijs'of the conventionalf rotary type wherein a device ie rotatable` by a stepfby-.step movement to successi-ve locking positions.

by turning a shaftf 173 byI av wheel F14-arranged" against the innerface of' the" plate portion, 172.

rlhe wheell` 174i has a plural-ityll of ll-aty' faces 17S`A each of? which. has an end 1:76`projecting beyond-the plane of the next adjacent face 17512 Successive faces 175"a-re engageable bythe extremity of' one arml 177 of a bel-l crankv lever indicated as aY whole bythe numeral 178^journaledf on a pin 179- crar-ried by the plate portion 172: The other; arm 180 of the bell crank lever is operable as described below;I such arrnv projecting: toward and terminating ad'- j'acent the plate port-ion 171;. A leaf spring 181,. urges the bell crank lever 1178 to turn in; a counterclockwise direction as viewed in Figure 5 j tothe limitof itamovemcnt as shown.

A vertically movablel plate 184 is provided with a; slot 185 inwhich is slidable a; pinv 186- xed tothe plateportion; 1171. Adjacent its'l'owr end, the plate 18,4;is4rcducedf size andi' slides vertically in a guide.v 187; and' the plate; 184i is urged upwardly byf'a leafI spring; 188, engaging thel lower endfof the plate 184v and having-vonej-Yencll anchored 1 totheiplateportion1-71- l Thel conventional outside door handle, indicated;` dotted lines by the nume1'alf'190, is. carried by'a t 1 91' extendingL into theV door from the outside-"there c and havingl its inner endl journaled in the plate portion, .121.111 accordance with` conventional practice, The shaft carriesaV crank; arm 192 engageable with aniinwardlyV extending lip 193' on the pla-te 184', andA such plated` is 'pron videdwitl another lip 194' engageable'withthe top ofthe lever arm-180'. Rot-ation of the shaft 19,1 in the 'retion4 ot?4 the arrow in Figure; 5'- will cause. the arm 1 9 to. tend to move the plate 1584- downwardlyv and transmit movement through'the lip 194 to the. bell, crank. lever 178; to free the arml 177 thereof'from the whee1 '1j 7.4". Under such conditions, the latch is; free tQ- turn upon; the. pulling of th?, dlQQl.' hildl 190' to open the. door., as. is wellknown in.corn/enti?.113.1i` Practice.`

The latch mechanism shown is ofthe type,- Whin the 01Ltde door handleis. immovable when; the; door is locked. For thispurpose, the-plate; 184. isprovided with. a. shoulder 19.7. 'engageable with the: upper end Qf. a; normally verticalarm 1:98,' of`a bell crank.' lever 19.9., pivotedv tothe plate portion 171 as m200. The.. other arm, 2.01 of theA lever.. 129e urged upwardlrby. 'avspriuezlland accord.- ingly,the lever 19,9, isurgcdtothenormal position shown inligu/rei.

The. lever. armv 20.1 Qfach. doorlatch. isipivoted ari-.at 215.11i the. uaperfeudof edenendiugl 2121i.4 the lower @goof which onuected. tothe-@lmet .Q1 otftheruagf net. or. Solenoid. 40 described above,.- Euergization ofi the solenoid. 4l); pull 5 the linkv 2,06; downwar-dl .iV to.A turn: the lever- 199- to;vv move. the.z upper arm: 198; oi the beneathftheshoulder 19.7, whereupon. the; plate ldiisireetto move; downwardly upon thei turning offthe handle, 19.0.1 Burning movement: of? thehandle` 190, aszthe armature. 17,'. (Figures and 4i). is in the. unlocked posiia tion. shown, energizes.l the solenoid; 40; to.. turn the, bell crank lever 199i "Eothisiendrtheplate.184satitsupper end'. carries a vertical projection. 2210,y normally engaging the button. 211 of=y the switch;- 431 described above. This switch is. biased to. closed position? butr is: normally; main.- tained open by engagement of the projection 2110i' with the button 211'. When thehandielsisinitially turned, the button 211 isireleasedA andthe switch l3i-closes to fenergize the. circuit through. wires. 44; and 42 and thence through solenoidl 40, as further described belowi The. pin 186 pivotally supports a lever 21S having a projection 216, overly-ing the lever arm. 180.y Rotation of the lever 215; counterclockwise in Figure. 5J will' cause the end 216 thereof to. move the lever? arm 18.0 down. wardly in the same. manner as. this` operation is per? formed by the lip. 194'.

The lever 2'15`is. pivotally connected at 217 to, one end of a link 218', the other end ofwhich; is: connected as at 219 to a crank 220 mounted ona shaft' 221 carry.- ing the. inside door handle 222. The shaft, 2:21 isf sup.- ported by a plate 223 carried byf the door, and a leali spring 224i tends to turn the. crank 220 counterclockwise in Figure 5 to. maintain the lever'215l in the normal position shown.

A shaft 226 is provided adjacent its outer end with the usual door key-.controlledl lock (notashown). A cam. 227 isl carried by theshaft 226 and engages one arm. 228: of a bell crank lever 229. pivoted. tothe plate; 17:0. bya pin. 230; The. other arm 2311 of this. bell crank lever is connected by a link. 232 with the lever 21:5 througha slot and piny connection 233'. The lever arm 2312 is adapted to` operate. the push button. 234e ofthe switch 48 described above. The. switch 48. is biased to. closed position. butis normally heldV in open position by a lip4 235 on the lever arm 231.

A link 23'8. is pivoted: at one. end to the pin 239 and is, connected at its opposite endr as at 239 toA the. link 206. A small pin 240, carried by the lever arm 231, overlies the link 238' to transmit a downwardly, pulling force to. link 206 upon clockwise turning movement of the bell crank lever 229 incidentto operation. thereof by the cam 227 when the door is unlocked by the: keyf shaft f 226 when thev inside door handle 222. is: rotated to unswitch may be mounted beneath. the sill 245i ofv the.. door 2.46 with the button 247 for the switch. projecting upf wardly' through thev sill to be readily accessible..

Operation The operation of the system in Figure li willj-- be. first described as a whole. Assuming that the master switch armature 17 is in the unlocked position in Figure l. from a previous energization of' the unlocking solenoid 16, all doors of the vehicle are unlocked and maybe opened.v by the outside door handles. Under. suchconditions; movement of one of the front door handleswill close the; associated switch 43.by= downward movement of the plate.y 184 (Figure 5) incident to turning movement of the; handle 190e Current will ow from the source through wires 12V and 20; armature 17; wire 44', theV operated; switch 43, through the associated solenoid; 4i), andf back to the source through grounds- 41 andY 11.. Energization of such solenoid lil conditions the latch of the door to. render the outside door handle effective; for unlatchingA the. doorby rocking. the. b ellcrank lever. 199r to move the arml 198. outwardly from. beneath. the shoulder 1917 (Fig. ure.5,)..

Assuming that thearmature. 17. isin the unlocked. posi`- tion shown. in Figure. l andthe driver is4 in the., drivers. seat with the4 engine running and desires.. to. prevent en` trance, into the. vehicle,` the driver will operate the. switch 5,3. in the left door by pressing the button 1247, (Figure. 6.).. Under the conditions, stated,i the ignition switch. 3.7. will be closed, the switches 3S will be; in the normally closed position. for the. reason that. the. doors are. closed, and the switch army 28 will be. engagement with` the 601.11m ll. Upon. Operation. of one switch 53, thereto@ Current. will.L flQW from the. Source through. Wire., 1.2,. switches 3,7 and 35, wire-314; switch 28;.wires-27' and 26j throughy solenoid 15, thence through wire S2", the operated switch 53 and back to the source through grounds 54 and 11. The solenoid 15 thus will be energized, swinging the armature 17 to the locked position, disengaging the contact 21 from the contact 22. Thus no circuit can be completed through wire 44 to either of the outside door handle operated switches 43, and accordingly, no one can enter the vehicle. Thus the driver will be protected from so-called redlight bandits.

Assuming that the driver desired to leave the vehicle and lock the doors, disregarding for the time being the window regulating system, the turning of the ignition switch key to off position opens the switch 37, and removal of the ignition key moves the switch 28 into er1- gagement with the contact 29. One means for controlling the switch 28 by movement of the ignition key is shown in my prior patent, No. 2,506,851, granted May 8, 1950. A circuit through the locking solenoid 1S can now be completed by operating one of the switches S3 (push button 247, Figure 6), through the wire 31, switch 28, wire 26, etc., instead of through the initial path described above, which includes the ignition switch 37. Upon leaving the car under such conditions, therefore, the operator, by closing one of the switches 53, will energize the solenoid to disconnect the contact 21 from contact 22, whereupon all of the doors of the car will be locked from the outside.

Assuming that the operator turns olf the ignition switch but fails to remove the key from the switch, then the switch 28 will remain in engagement with the contact 3i).

No circuit can be completed under such conditions through solenoid 15 since both initial circuit paths therefor will be broken, one at the contact 29 and the other at the open ignition switch 37. Thus the operator will be advised that he has left the key in the ignition switch, whereupon he will remove the key, causing the switch 28 to engage the contact 29 to render either switch 53 operative for locking the car.

In the vent the operator attempts to lock the car with the ignition switch closed, regardless of whether the engine is running or not, the car cannot be locked, since when the operator steps from the car, one of the switches will automatically open when the door is opened, thus breaking any circuit through wire 34.

The operator, upon returning to the car, can insert the key in either door lock and turn it. This operation rotates the shaft 226 (Figure 5) in the direction of the arrow, and the cam 227 engages the end of the arm 228 to swing the lever 229 clockwise, whereupon the lip 23S presses the button 234 to close the associated switch 48. This closes a circuit through the unlocking solenoid 16 through wires 12, 24 and 25, the operated switch 48 and grounds 49 and 11. Each switch 48 is also controlled by the inside door handle of the associated door to be closed whenever an inside door handle is operated. Referring to Figure 5, rotation of the inside door handle 222 pulls link 218 and rocks the lever 215 to turn the lever 178 to release the latch wheel 174. Rocking of the lever pulls downwardly on link 232 to rock the lever 229 and press the button 234 in the same manner as when unlocking the door with a key. If the operator has previously locked the doors from the outside, the operation of an inside door handle, when leaving the car, will thus energize the unlocking solenoid, accordingly moving the armature 17` to the position shown in Figure 1 to restore the normal conditions of the parts.

Assuming that the operator is in the car with the doors closed, regardless of whether the car is running or standing still, the operator may control either of the windows through the associated motor 60. Assuming that the operator desires to raise a window, he will raise one of the switches 88 into engagement with the associated contact 87. Current will then flow through wire 12, circuit breaker 74, wire 73, through the associated circuit breaker 72, wires 71 and 70, through solenoid 69, wire 86, contact 87, switch arm 88 and back to the source through grounds 89 and 11. When the window has been raised suiciently, the switch 88 will be released to return to its normal position between the contacts S7 and 90, to which position it is biased.

Assuming that the window is to be lowered, the switch 88 will be moved downwardly into engagement with the contact 90. Current will then flow through the path last described to the wire 70, thence through solenoid 68, contact 90, switch 88 and grounds 89 and 11. When the window has been lowered to the desired extent, the operator releases the switch 88.

The overload switches 72 are for the purpose of preventing damage to the motor and other parts and undue drains on the battery by automatically cutting off the current to either motor 60 after either window has moved to its limit of movement and has been in such position for several seconds. These overload switches operate in this manner either for the manual controlling of the windows or the automatic controlling of the windows in conjunction with the door locking mechanisms, as further described below.

The automatic operation of the window regulating mechanisms is dependent upon the closing of either switch 97. These switches are biased to closed position but are maintained open when the doors are closed, which is the condition illustrated in Figure 1. It will become apparent, therefore, that the manual operation of the windows with the doors closed takes place as referred to above, without interference or control by the door locking system. Similarly, the operator can lock the doors while within the car with the doors closed without aiecting the window regulating system.

Assuming that the operator desires t0 leave the vehicle and lock it, he will perform the locking operations referred to above.

Assuming that the foregoing operations are carried out, the switch 28 will engage the contact 29, and when either door is opened, its associated switch 97 will be closed. Current will iiow through the locking solenoid 1S in the manner previously described, and in addition, current will flow through wire 26, the switch 97 of the opened door, such switch now being closed, thence through wire 96, solenoid 82 and wire 95 through the rest of the circuit including the wire 52 and the actuated push button 53. Thus the energization of the solenoid 82 is dependent upon two conditions, namely, the pushing of one of the buttons 53 to lock the car and the opening of one of the doors to close the switch 97. It will become apparent, therefore, that if the operator leaves the car without depressing one of the push buttons 53, the solenoid 82 will not be energized and the window regulating system will be unaffected.

Assuming that the solenoid 82 has been energized by the closing of one switch 97 and the operation of one of the push buttons 53, the armature 81 will move into engagement with contacts and 8S. Under such conditions, a holding circuit will be provided for the armature 81 through wire 12, circuit breaker 74, wire 73, the left hand circuit breaker 72, wire 78, solenoid 79, contact 80 and armature 81, and thence back to the source through grounds 83 and 11. The armature 81 thus will be held in engagement with its three contacts.

Current will then ow through line wire 12, circuit breaker 74, both circuit breakers 72, and through both window regulating mechanisms through the wires 71 and 70 and solenoids 69 thereof, and thence through the two wires 86, contacts 85, armature 81 and ground 83. Even though the opened door is immediately closed before the windows are raised, the holding circuit solenoid 79 will maintain closed the circuits through the solenoids 69, to keep the switches 67 closed and maintain energization of the motors 60 until the windows are closed.

In conventional practice, the motors 60 draw thirtyve amperes, which is preferably the capacity of the circuit breakers 72. These circuit breakers open by heating and require five to nine seconds to open, whereas the windows are movable from fully open position to fully closed position in less than two seconds. Thus the motor 60 will be maintained energized more than the length of time necessary to close the windows, after which either or both circuit breakers 72 will be opened, and if this fails to occur, the circuit breaker 74 will open. The capacity of the circuit breaker 74 is preferably fifty amperes, which is less than double the capacity of each breaker 72. Such approximate capacity of the circuit breaker 74 is preferred to insure the opening of the main circuit through wire 12 in the event of sticking of either circuit breaker 72. One of the circuit breakers, in this instance the left hand circuit breaker in Figure 1, is preferably arranged between the Wires 73 and 78. if current owed directly between these wires and the breaker referred to were arranged above the wire 78, there would be a possibility that the circuit breakers 72 might alternately open and close as they heated and cooled, thus intermittently energizing the motors. By arranging the left hand circuit breaker as shown, the breaking of the circuit therethrough momentarily will open 'theholding circuit through solenoid 79. Of course, upon the breaking of the holding circuit, both solenoids 69 will be immediutely deenergized and their armatures 67 will return to the positions shown, thus opening vthe circuits through the two motors 60. Upon the breaking or the holding circuit, the armature 81, of course, will return to open position as shown in Figure l, the solenoid 82 being also deenergized through the opening of the switches 97 upon the closing of the doors and the switches 53, of course, being open.

The alternate circuit shown in Figure 2 need not be described in detain Instead of using the tandem solenoids 79 and 82 with a common core, separate solenoids 110 'and 116 are used. When a door is opened to close the associated switch 97 and one of the push buttons 53 1s momentarily operated, the solenoid 110 will be energized to move the switch 111 into engagement with contact 113. vAs described in connection with the solenoid 79, the solenoid 116 will then be energized to attract its armature 117, 'the circuit being closed through wires 73 and 114, switch 11 and grounds 112 and 11, Upon ener'fgization of the solenoid 116, its circuit will be grounded through contact 119, switch 117 and ground 118, and accordingly, it is necessary only momentarily to energize the solenoid 110` The solenoid 116, therefore, has its own holding circuit which "will remain vclosed until the circuit through wire '78 is opened by the overloading of the circuit breakers in the manner described.

In the form of the `invention shown in Figure 4, the lock-ing circuit is identical 4with that described and the circuit through wires 95 and 96 and solenoid 125 is closed in exactly the same manner as the circuit through solenoid 82, described above. A circuit is closed through the holding circuit solenoid .127 upon `energization of 'the solenoid 125 to engage armature .126 with `lcontact 128, except that the circuit .for the holding solenoid 127 is grounded as at 162 through the normally closed pressure cuuoir switch 1161. When 'the car is Yto be locked when the driver leaves the vehicle, the holding circuit solenoid 127 will maintain a circuit closed through wire 12, switch 126, contact 129, wire .138 through motor 155 and .its ground. The motor 1'55 will then come tinto operation and the pump .153 will pump :hydraulic duid through 'pipe 152. At -the same time, parallel circuits will be closed from armature 126 through contacts 130, vwires 136, and solenoid valves 148 and back to ground as at 149. The solenoid valves will be opened and the pumped 'huid will how from pipe 1:52 through pipes .147 yinto the cylinders 145t As each window closes, lluid will stop llowing into its associated cylinder 145, and when both of the windows are completely closed, an increased static 'pressure will be built up in the iluid system to `open the pressure cursori switch 161 and break the `circuit 'through thevholding solenoid 127. 'The circuit for the motor 155 will then be broken rat the contact .129. At the same time, the circuits through the solenoid valves 1148 will be opened at the contracts r130, .and these valves will be closed.

The switches 133 .provide for the conventional manual controlling of the lwindow regulating mechanisms. So long es the armature I126 is in the normal position shown, in which position zit remains unless the car is `to be locked, the operator can move either switch 133 upwardly to engage the -associated -vcontacts 135 and Y137` Current 'will then how through wire `12, switches .133, contacts .135 .and wires :136 to Aenergize the solenoid valves 148 and open them. Simultaneously, 'a parallel circuit will be 'established -through the :associated contact 137, wire `13:8 and motor 1.5 to start the p11- mp 153 to .force duid into the associated cylinder 145,k The releasing -of lthe previously operated switch 133 -opens the circuits referred to and the window will stop at `'the point desired. L

Downward movement of either switch 133 engages it with its 'contact -134 which Closes 'a circuit through the associated solenoid valve 148 in t'hesa'me manner 'as when the Contact '13S is engaged, 'but the motor 155 will not 'be energized. The opening of yone lof the solenoid valves '148 releases huid from the associated 'cylinder 145 to return to the reservoir 15d through pip-e and through the pump '153, the springs 143 pulling the window downwardly. fthe 'window :has opened to the desired ,pom-t, releasing of the :switch 133 results in the @closing fof the previously operated solenoid valve 148., thus I@ trapping fluid in the cylinder .and holding the Window inthe desired position.

' From the foregoing, it will be apparent that the presen-t system provides all of the advantages of the door locking mechanisms and permits the window regulating devices to be operated Wholly .independently of the locking system, when desired, for example when the vehicle is occupied and it is desired to raise or lower one or more windows. However, the door and window regulating systems become interdependent ,when it is desired to leave rthe car and lock it. Thus the two systems, when desired, are interdependent, and in order to operate both systems, it is necessary for the operator to perform only two operations, namely the pushing of one button 53 and the opening of the car door, which latter operation is necessary in Vany event for the occupant to leave the car. Essentially, therefore, only one operation is needed other than the actions normally performed, namely, the closing of one switch by operation 'of a single push button which results in the locking of all of the ydoors and the closing of all of the windows of the car.

I claim:

l. A vehicle door locking and window regulating system comprising a mechanism connected to the vehicle doors and operable from Within the vehicle 'for locking the doors against entrance from the outside, 'a window regulating mechanism connected to fa vehicle window and operable from within the vehicle for regulating said window of the vehicle, an electric circuit connected to control said window regulating mechanism, a switch in said circuit biased to closed position and normally held in open position by one of the vehicle doors when the latter is closed, and means connected to said door locking mechanism and to said one door and operative upon operation of said door locking mechanism Yand upon the opening ot' said one door, whereby `said svw'tch'closes, `for rendering said window Iregulating mechanism operative for closing said vehicle window.

2. A vehicle door locking and win-dow regulating system comprising an electric circuit, means comprising a switch in said circuit accessible within the vehicle for rendering said circuit operative for preventing the opening of the vehicle doors from lthe outside, power means connected to each of a plurality vof the vehicle Windows for vertically moving such windows to regulate them, manually oper-ablemcans connected to 'said power means .for rendering such means operative to individually regulate such vehicle windows, and means having mechanical com nection with one of the vehicle doors vand operative when said circuit is rendered operative by the `closing of said switch and one of the vehicle doors is opened :for rendering said power means operative independently of said manual means for closing lall of the vehicle windows associated with said power means.

3. .A vehicle door .locking and window regulating system comprising fan electric circuit, means comprising 'a switch in ysaid circuit accessible within the vehicle for render-ing said circuit operative 'for 'preventing `the opening of the vehicle doors from the outside, power means Iconnected to each of 'a plurality of .the vehicle windows for vertically moving such windows to regulate them, manually operable means connected to said power means for rendering such means operative to individually regulate such vehicle windows, and a second electric circuit energizable for rendering said power mea-ns operative for closing all Vof the vehicle Windows associated therewith, said second circuit :being dependent in part for its energization on the energization of said isrst rra-med circuit upon the operation of said switch, 'said second circuit including a second switch biased -to closed position 'and normally held in open position by one -of the vehicle doors whereby, when said first mentioned switch is operated and said one door is opened to .release said second switch for movement to closed position, said second circuit will be energized.

4. A door locking and window lRegulating .system cornprisng a master switch., means connected to said master switch and to the vehicle doors and cont-rolled by said master switch for Alocking and unlocking the vehicle doors against enhance from .the outside, operating means connected to said master switch and including a switch accessible w-ithin the vehicle for operating said master switch for locking the vehicle doorsa power window operator connected 4to -each :of a plurality of the vehicle windows, manual means connected for nrlividuaily controlling said power V'altera-tors, rand means in addition 'to fsaid manual means, connected to said power operators, and operative when said master switch is in position for locking the vehicle doors and one of the vehicle doors is opened for rendering all of said power operators operative for closing their associated windows, said last named means including an element biased to an operative position and held in a normal inoperative position by said one door when the latter is closed.

5. A door locking and window regulating system com prising a master switch, means connected to said master switch and to the vehicle doors and controlled by said master switch for locking and unlocking the vehicle doors against entrance from the outside, operating means connected to said master switch and including a switch accessible within the vehicle for operating said master switch for locking the vehicle doors, a power window operator connected to each of a plurality of the vehicle windows, manual means connected for individually controlling said power operators, and means comprising an electric circuit including said master switch and another switch biased to closed position and normally held open by one of the vehicle doors, whereby said electric circuit is dependent for its operation on the opening of said one of the vehicle doors and movement of the master switch to door-locking position for rendering all of said power operators operative for closing their associated windows.

6. A door locking and window regulating system compri i-*ic` master switch` means connected to be controlled by said master switch for locking and unlocking the vehicle doors against entrance from the outside, means connected to control said master switch, comprising a switch accessible within the vehicle for operating said master switch for locking the vehicle doors, a power window operator connected to each of a plurality of the vehicle windows, manual means connected for individually controlling said power operators, an operating circuit connected to said power operators and energizable for rendering all of said power operators operative for closing their associated windows, a control circuit including said master switch and another switch biased to closed position and normally held open by one of the vehicle doors, whereby said control circuit is energizable upon opening movement of said one of the vehicle doors and upon movement of said master switch to door-locking position for initiating the energization of said operating circuit, holding means connected to said operating circuit for maintaining said operating circuit closed after it has been initially closed, and means connected to be controlled by closing of the windows for opening said operating circuit after all the windows associated with said power operators have been closed.

7: A door locking and window regulating system comprising a master switch, means connected to be controlled by said master switch for locking and unlocking the vehicle doors against entrance from the outside, means connected to control said master switch, comprising a switch accessible within the vehicle for operating said master switch for locking the vehicle doors, a power window operator connected to each of a plurality of the vehicle windows, manual means for individually controlling said power operators, an operating circuit connected to said power operators and energizable for rendering all of said power operators operative for closing their associated windows, a control circuit including said master switch and another switch biased to closed position and no rmally held open by one of the vehicle doors, whereby said control circuit is energizable upon opening movement ofsaid one of the vehicle doors and upon movement of said master switch to door-locking position for initiating the energization of said operating circuit, holding means connected to said operating circuit for maintaining said operating circuit closed after it has been initially closed, a source of power for said power operators, and overload means connected to be responsive to the overloading of said power source incident to the stopping in closed position of all of the windows associated with said power operators for cutting off the supply of power to said power operators.

8. A Vehicle door locking and window regulating system comprising a circuit including a master switch having a locking electromagnetic device and an unlocking electromagnetic device, means connected in said circuit to close it for rendering the doors capable of being opened from the outside after energization of said unlocking device and for maintaining said circuit, open, whereby the doors are incapable of being opened after energization of said locking device, a first switch and a second switch connected in and operable for closing circuits respectively through said locking and unlocking electromagneticvdevices, a power operator connected to each of a. plurality of the vehicle windows, manually operated mechanisms connected for individually controlling said power operators, and means having connection with said power operators and with one vehicle door and operable when said first switch is closed and said one of the vehicle doors is opened for rendering all of said power operators operative for closing the Vehicle windows. f

9. A vehicle door locking and window regulating system comprising a circuit including a master switch having a locking electromagnetic device and an unlocking electromagnetic device, means connected to said circuit to close it for rendering the doors capable of being opened from the outside after energization of said unlocking device and for maintaining said circuit open, whereby the doors are incapable of being opened after energization of said locking device, a trst switch and a second switch connected in and operable for closing circuits respectively through said locking and unlocking electromagnetic devices, a power operator connected to each of a plurality of the vehicle windows, manually operated mechanisms connected for individually controlling said power operators, a source of power for said power operators, means having connection with said power operators and with one vehicle door and operative upon the closing of said first switch and the opening of said one of the vehicle doors for rendering said power operators operative for moving all of the windows associated therewith to closed position, and means connected to be responsive to operation of the windows to be operative when said windows reach closed position for rendering said power source ineffective for supplying power to said power operators.

10. A vehicle door locking and window regulating system comprising a circuit including a master switch having a locking electromagnetic device and an unlocking electromagnetic device, means connected to said circuit to close it for rendering the doors capable of being opened from the outside after energization of said unlocking device and incapable of being opened after energization of said locking device, a iirst switch and a second switch u connected in and operable for closing circuits respectively through said locking and unlocking electromagnetic devices, the circuit for said locking electromagnetic device having a parallel circuit including a control switch biased to closed position and normally maintained in open position by one of the vehicle doors when such door is closed,

a power operator connected to each of a plurality of the vehicle windows, individually operable manual means connected for controlling the operation of said power operators, and means having connection with said power operators and with one vehicle door and operative upon the closing of said circuit for said locking electromagnetic device by operation of said first switch and the closing of said parallel circuit by the releasing of said control switch upon the opening of said one door for rendering all of y; said power operators operative for closing all of the vehicle windows associated with said power operators.

1l. A vehicle door locking and window regulating system comprising a circuit including a master switch having a locking electromagnetic device and an unlocking electromagnetic device, means connected to said circuit to close it for rendering the doors capable of being opened from the outside after energization of said unlocking device and incapable of being opened after energization of said locking device, a first switch and a second switch connected in and operable for closing circuits respectively through said locking and unlocking electromagnetic devices, the circuit for said locking electromagnetic device having a parallel circuit including a control switch biased to closed position and normally maintained in open position by one of the vehicle doors when such door is closed, a power operator connected to each of a plurality of the vehicle windows, individually operable manual means connected for controlling the operation of said power operators, electric circuit means connected to be energizable for rendering all of said power operators operative for closing the vehicle windows associated therewith, and means operative for energizing said electric circuit means upon operation of said first switch to energize said locking electromagnetic device and upon the opening of said one door to release said control switch for movement to closed position.

12. A vehicle door locking and window regulating system comprising a circuit including a master switch having a locking electromagnetic device and an unlocking electromagnetic device, means connected in said circuit to close it for rendering the doors capable of being opened from the outside after energization of said unlocking device and for maintaining said circuit open whereby the doors are incapable of being opened after energization of said locking device, a first switch and a second switch connected in and operable for closing circuits respectively through said locking and unlocking electromagnetic devices, the circuit for said locking electromagnetic device having a parallel circuit including a control switch biased to closed position and normally maintained in open position by one of the vehicle doors when such door is closed, a power operator connected to each of a plurality of the vehicle windows, individually operable manual means connected for controlling the operation of said power operators, a relay comprising an electromagnetic coil in said parallel circuit and an armature therefor, and a control circuit connected to be energizable for rendering said power operators operative for closing all of the windows associated therewith, said control circuit having contacts engageable by said armature when said relay is energized.

13. A system constructed in accordance with claim 12 wherein said control circuit further includes a holding circuit connected to be energized for maintaining said control circuit operative after said relay has been energized, and means connected to be responsive to operation of the windows for breaking said holding circuit after all of the windows associated with said power operators have reached closed position.

14. Apparatus constructed in accordance with claim 12 wherein said control circuit includes a holding circuit connected to be energized for maintaining it energized after said relay has been deenergized, a source of power connected to said power operators, and means connected to be responsive to operation of the windows and operative after all of the windows associated with said power operators have reached closed position for rendering said power source inelective for supplying power to said power operators.

15. A door locking and window regulating mechanism for a motor vehicle having a plurality of doors and a plurality of vertically movable windows, comprising a regulating device for each of the windows including a power device, means connected to each power device to render it operative, including a manual control element, a door locking device for each of the vehicle doors, a manually movable device connected to each locking device, a master control system connected to each manually movable device to be operable by any such device for locking or unlocking all of the doors, and a second system connected to all of said Window regulators and operative for rendering al1 of said power devices simultaneously operative for closing all of the windows, said second system comprising a control device connected to one of the vehicle doors and normally held inoperative when such door is closed and being biased to an operative position to move to such position when the door is opened, said control device being connected to one of said manually movable devices to be rendered operative for energizing all of said power devices only when such manually movable device is moved to lock all of the vehicle doors.

16. A door locking and window regulating mechanism for a motor vehicle having a plurality of doors and a plurality of vertically movable windows, comprising a regulating device for each of the windows including a power device, means connected to each power device to render it operative, including a manual control element, a door locking device for each of the vehicle doors, a manually movable device connected to each locking device, a master control system connected to each manually movable device to be operable by any such device for locking or unlocking all of the doors, and a second systern connected to all of said window regulators and operative for rendering all of said power devices simultaneously operative for closing all of the windows, said second system comprising a control switch connected to one of the vehicle doorsfand normally held open when such door is closed and being biased to a closed position to move to such position when the door is opened, said manually movable devices comprising switches connected in parallel and said control switch being connected in series to said parallel-connected switches to be rendered operative for energizing all of said power devices only when said manually movable device is moved to lock all of the vehicle doors.

References Cited in the tile of this patent UNITED STATES PATENTS Number Name Date 2,102,997 Dall Dec. 21, 1937 2,104,639 Dall Jan. 4, 1938 2,105,830 Aiken Jan. 18, 1938 2,124,037 Lavigne July 19, 1938 2,282,240 Parsons May 5, 1942 2,348,838 Oishei May 16, 1944 2,400,572 Parsons May 21, 1946 2,418,031 Horton Mar. 25, 1947 2,425,391 Parsons Aug. 12, 1947 2,505,401 Ingres et al Apr. 25, 1950 2,541,778 Rappl Feb. 13, 1951 2,576,816 Wahlberg Nov. 27, 1951 

